Device for controlling the speed of motor vehicles



Feb. 12, 1952 KAEPPLER 2,585,785

DEVICE FOR CONTROLLING THE SPEED OF MOTOR VEHICLES Filed April 8, 1950 2 SHEETS-SFEET l Feb. 12, 1952 KAEPPLER 2,585,785

DEVICE FOR CONTROLLING THE'SPEED OF MOTOR VEHICLES Filed April 8, 1950 2 SHEETSSHEET 2 137 I 136 I Fig.3

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Patented Feb. 12, 1952 DEVICE'FOR CONTROLLINGTHE SPEED OF MOTOR VEHICLES .Eugen Kaeppler, Lenzburg, Switzerland Application April 8, 1950, Serial N0.154,755 In Switzerland January 14, 19.50

6 Claims. 1

eration and the braking of. a motor vehicle by means of a single controlmember.

It is in particular an object. of the invent-ion to provide a device .for controlling both the fuel supply to the engine .of. a motor vehicle, and the brakes of the motor vehicle, by a combined single control member.

It is another objectof the invention to provide a control. device .whichisoperated 1. .0115 and the s di ec ion for increas nsthe f el supply to the en in a d for r leasin any brak ct n, and in the opp si e direc ion b thfor e ucin t e fu l supply to the en inoand for appl in the brakes to the vehicle. 7

It is a further object of the invention to previde a pedal control device which is operated instinctively by the driver reducing the speed of the vehicle by diminishing the fuel supply and braking when pressing downthe pedal plate and increasing its speed by releasing the said brakes 'and accelerating the engine when releasing the "said 'pedal. f

It is still another object 'of the invention to provide a control mechanism which automatically controls the fuel supply to the engine and the 'brakesof the vehicle-in succession, i. e. when operated in one direction releasing first the brakes and then increasing'the fuel supply to the engine, and when operated in the reverse direction first to reduce -the-fuel-supply to the engine and then to apply the brakes.

It is still another object of the invention to provide a control device ior the speedof a motor .vehicle by controlling both thebrakes of .the vehicle and the fuel supply to the engine thereof by a single common .control member which when released from the braking condition automatically returns into a position wherein the brakes of the vehicle are released and the fuel supply to the engine is adjusted to the idling speed thereof.

It is still another object of the invention to provide a control device for the speed of a motor vehicle by controlling both the brakes of the vehicle and the fuel supply to the engine thereof by a single common control member which latter ps the f el upply t th s id eng n u matically constant at the amount adjusted last, ,when the said common control member is left ato itself by takingoff the bodyniember of the 2 driver h nd oo f -the sai commonsentrol member.

It i y a othe o j t o h n ention -i 2 Provide a control devieefor the speed of a motor vehicle which device has a dead mans action by automatically reducing the fuel supply to the engine to idling conditions thereof as soon as the body .memberof the driverifootorhand) is taken off the controldevice.

It is y t ot e bist o e in se ioet o e a c t d e ha in a dea n. action as set forth hereinabove which isautematically returned to the normal operate dition for controlling the fuel. supply tgq the engine and forcontrolling the brakes .of a motor vehicle when the aforesaid body member of ithe driver is brought again .into contact withthe said control device.

With these general statements of the objects d p s f my in e ion 1 wil r so to describe some embodiments thereof and the manner in which my invention is carried-out,

and it will be understood that while I have desc bed w at m e so .1 n. a p fer bl g embodiments of my invention 1 do not limit myelf .to t e. p e cond t s o .p ono ti s herein set forth, as theymay be varied by, lthose skilled in the art in accordance with the artic llar purposes fo which they a e toloo' tilizod- In eao o pa yin diag a mat c ra ings: Fi 1 is a a a e e ion o a devic fo operating the members controlling the speed of a motor vehicle by means of a single, pedaloperating the throttle valve as Well as thevehicle b ake e 2 s a n v ew of a d ta l o --th sls .oo, i 3 is a te el a i n of a modificatio 0f the device shown in Fig.1, l

- i v .is adeteil f t e oe according o F 3 in l ter elevat on, ar y e t on, show on a l g scalea Fig. 5 is a .plan view of .thedetail shown in Fig. 1. r

: Referrinafir t tofig 1 ndznon =35 which i stationari y arrang d in the fr me-o t e m o v l (no -1 the d aw -l. h d of a lever is rotet bl ion -nailed w .o

leverhas an .arc-shapedtransyerse arm a its other end. The free end of the transverse rm an 3 h a the te a fa e f hich isradially serrated around its bore. .Qn thiseye 4 i the bracket 8 of a pedal plate .9 is attached .by

means of a threaded bolt 5 and. of a put I! scr to t e a er and.'seour d h fo's in t5 6.; The-bracket .8. is on its" lateral iface adjacent tend backward up to a stop 20.

the eye 4 likewise serrated radially this. serrated face engaging the serrated face of the eye 4 in such a manner that the pedal plate 9 can be adjusted to any slope desired relatively to the transverse arm 3 of the lever 2 and can then be fixed in the position adjusted by tightening the nut 'I and by securing the latter by means of the splint B. Below the transverse arm 3 the lever 2 has a further arm I on which a bell crank lever I2 is pivoted on an axle II. On the end of one arm of the bell crank lever I2 a push rod I3 is articulated which penetrates through a slot I4 in the pedal plate 9 and on the end of which there is a push button I5 arranged in front of the pedal plate 9. The other arm of the bell crank lever I2 is designed as a locking pawl I6 which cooperates with a ratchet wheelsegment I8 arranged on the lower, sloping. part I] of the bulkhead in front of the drivers compartment of the motor vehicle. The ratchet "teeth of this ratchet wheel segment I8 extend forward, i. e. towards the sloped portion I! of the bulkhead of the drivers compartment, right smaller radius than the ratchet teeth, and ex- On a pin 2I inserted into the push rod I3 one end of a tension spring 22 is attached, the other end of which is attached to an eye 23 on the back of the pedal plate 9. This tension spring 22 pulls the push rod I3 towards'the pedal plate and thereby causes the locking pawl I6 to be pressed against the ratchet wheel segment I8.

On an eye-bracket 24 on the back of the pedal plate 9 a rod 26 is articulated by means of a pivot pin which rod penetrates through a transverse bore of a roller 21 and is shiftable therein. The roller 21 is pivoted on the free -end of the carburetter control lever 28 which is arranged on an axle 29 operating the throttle valve (not illustrated in the drawing). On the end of the rod 26 projecting beyond the roller 2! an adjustable abutment collar 30 is fixed by 'means of a clamping screw 3|,

In'the portion of the lever 2 adjacent the axle I a bolt 32 is fixedly arranged, on which one end of a rod 33 is pivoted which rod forms part of the brake linkage (otherwise not shown in the drawing) and which is guided in a stationary guide 34 arranged in the frame of the motor vehicle. On the bolt 32 there is moreover attached one end of'a tension spring 35 the other end of which is attached to a stationary bolt 36 fixed to the frame of the motor vehicle. which tension spring 35 pulls the lever 2 backwards. Instead of this tension spring 35 a torsion spring could be alternatively provided on the axle I.

In Fig. 1 of the drawing the device is'illustrated in the rest position in which the throttle valve is adjusted to idling speed of the engine.

The slope of the'pedal plate 9 relatively'to' the transverse arm 3 of the lever 2 can be so adjusted as it suits the driver of the motor vehicle best. Accordingly the abutment collar 30 on the rod 26 is so adjusted that, in the idling position of the bell crank lever I2 is pressed towards the toothed segment I 8, and'the lever 2 is pulled backwards by the tension spring 35. The locking "pawl I6 then abuts on the shoulder I9 of the 4 ratchet wheel segment I8 and prevents any further recession of the lever 2.

By operating the starter, the engine is set into motion and runs now at idling speed. In order to set the motor vehicle into motion the driver puts his foot on to the pedal plate 9 and presses thereby the push button I5 into the said pedal plate 9. Thereby the bell crank lever I2 is turned about its axle II in such a manner that its locking pawl I6 is lifted off the ratchet Wheel segment I8. Accordingly the locking which prevented any further recession of the lever 2 on its axle I is now released and by the action of the tension spring 35 which is considerably stronger than the tension spring 22, the pedal plate arranged on the transverse arm 3 of the lever 2 is moved back as far as permitted by the foot of the driver of the motor vehicle. In this backward movement of the pedal plate 9 the throttle lever 28 is turned about its axle 29 by the abutment arranged onthe rod 26 which has the effect that the throttle valve is opened. The

further the drivers foot is withdrawn, the more the throttle valveis open, until eventually, when the'locking pawl I6 abuts on the stop 20. the fully open of the throttle position is reached.

The driver of the motor vehicle can release the push button I5 in any intermediate position of the pedal plate 9 between idling speed and full throttle by slightly turning his foot sideways whereby the locking pawl I6 of the bell crank lever 22 engages the ratchet wheel segment I8 under the action of the tension spring 22. This causes the throttle valve to be arrested in this position, whereby the supply of gas to the engine is kept constant. When thedriver of the motor vehicle wishes, or is forced, to brake suddenly, he need not as hitherto leave with his foot the gas pedal and change over to the brake pedal, but he merely presses thepedal plate 9 energetically forward. As soon as the idling speed position of the lever 2 ispassed, the brakes of the motor vehicle are applied through the rod 33. The stopping of the vehicle is then effected by braking i. e. by pressing further forward the pedal plate 9. As soon as the vehicle has come to a standstill the driverreleases firstly the push button I5 by turning his foot sideways, and subsequently releases also the pedal plate 9. Thereby firstly the locking pawl I6 of the bell crank lever I2 is pressed against the forward, smooth portion of the ratchet wheel segment I8 by the action of the tensionspring 22 whereupon the lever 2 recedes until the locking pawl I6 abuts again against the shoulder of the toothed segment I 8.

The engine runs then at idling speed.

Referring now to the modified embodiment illustrated in Figs. 3 to 5, the axile IN is again arranged stationarily in the frame (not shown 'in the drawing) of the motor vehicle, and on ;the pedal plate I04' and which carries a push button I09 on the end projecting in front of the pedal plate I04. This push button I09 lies on the WKSBWSB upper-'portiori of' the pedal plate: 104 near' its left hand side-edge: The other arm "of thebell crank lever =I 'I isdesigned as a locking p'awl =I I 0 which cooperates with the ratchet wheel- -segment I-I2"arrangedfixedly on-the lower, sloping :portion I II of the bulkhead in front of the driver s comfpartm'ent' o'f themotorwehicle. The-ratchet teeth of this ratchet wheel segment I I2 extend forward; ize; towards-the sloping portion III of the bulkhead; right up to ashoulder I3 in fron't 'Onaneye H8 at the upper end of the -lever 02 a b'a-ll crank-lever -I'20is rotatably pivoted on anax-le H8, on one-arm of which a push rod I2I is articulated which penetrates through a slot in the pedalplate I04 andcarries a-push button I22 at'its end' i-n front of the pedal plate I-04.- This pushbutton l22 lies below'the push button I09 and'inthe-centreof "the pedal plate I04. On a pinI23-inserted into the-push rod I2I one end of a tension spring I24 is attached, the other endof which is attached to an eye I25 on the back of the pedal'plate 1 04, which tension spring I24'p'ulls't-he pin 123 arranged on the push rod 121 towardsthe pedal plate I04.-

0n the other arm of the bell crank lever I20 a locking pawl I2! is pivoted on an axle I26, which pawl is pressed by aspring I28 into its lower end position, the faces 1-29 of the arm of the bell crank lever I20 and I 30of the locking pawl I21 abutting against one another (Fig. 4). This locking pawl I 21 can be rocked upwards'against the action of a spring I28 which is not strong. 0n the front face of the end of the locking pawl I21, which forms a downward directed wedge, a

roller I'3I (Fig.3) abuts, which is journalled on the end of' one 'a-rmof a two armed lever I33 which latter-is pivoted on a bracket -'I32.- In the end of the other'arm of this lever I33 a slot'I34 is provided into which apin 435 engageswhich pin is arranged at the end of a lever--I36z- 'Ihis lever I36 is attached fixedly-on a shaft I 31 through which the throttle valve (not shown in the drawingl-of the engineof the motor vehicle is-operatedfwhich valve --is kept in the closed position by'a spring. On the lever I02 a'rod I39 is articulated 'on' an axle 'pin I38 which rod I39 forms part0: 'the'brake linkage and is guided in a guide I40 arranged on the-frame of the vehicle. the pin I38 one end of a tension sprin MI is attachedythe other endof which is attached on a pin I42 arranged onthe frame of the vehicle. By this tension spring-I4I the lever I02 is pulled back so far that the locking pawlIIOabu'ts --on the shoulder I I3 oi the ratchet wheel segment.

The'device is illustrated in the drawing in the position which corresponds to the idling run'of the engine. The drivers foot (not shown in the drawing) is then placed on to the pedal'plate I04 but in a position slightly turned sideways-towards the right in such a manner that-it presses-in the position of the throttle is-reached;

position; thatriits front face abuts. :dgainstathe roller: I'3I"-'of the lever 133. The 'throttle'wa'lve is-then closed. The lockinglpawl II 0:;is.-pressed against the ratchet wheel segment .II:2 by the spring IIG acting on the push rod I08. By the tension s'pringI4I, the :lever I02 ispulled towards "the driver untii the locking ipawi 'IIO abuts against the-shoulder II3=of the :ratchet wheel segment II2. By operating the starter *the engine-is set into :motion and runs now at idling speech V v In order to set the vehicle into .motion'the driver now turns his foot bearing on the pedal plate ;I 04 in-such a way that it engages the push button I09; too, and presses it in. Thereby-the bell -c'rank lever 101' is turned .on its aide1-|06 in-such a manner that its locking pawl lfli is lifted off the ratchet wheel segment 2.. Accordingly the locking of the lever I02, which prevented its being tilted further back on its raxle -I-0'I, is released a'nd bythe' action of the' tension spring I4 I which is considerably stronger -:than thetension spring --I Ii:,-the pedal plate IMwhich is attached on the transverse arm I03 is moved backwards i.e. towards 'thedriver as far as' the driver's foot -permits; In-"this movementof the lever I02'and1of' its transverse arm- I03 the loching pawl I21 pushes the roller "I M ahead =of it which has the efiect that the shaft I31 is turned by' the lever I33 and by the leve-r I36, whereby the throttle valve isopened. The further-the drivers foot "is withdrawn the more the: throttle :valve is opened, until eventually; whenthe locking-pawl IIO abuts on the abutment H4, the tullytopen The driver can release the push 'buttonel09 in any-intermediate position of the :pedal plate I04 -between idling run and full throttle -'by slightly turning-hisfoot sideways to -the right whereby-thelocking pawl H0 or the :bell crank lever I0'I' engages the ratchet wheel segment II2' under the actionof the tension spring Hi.

This causes the throttle valve to be arrested in the actual position so'that'the supply-of gasto theengine is maintained. constant.-

7 If the driver wishes, or is forced to, brake suddenly-he neednot' as hitherto usual leave thewgas pedal with histoot and transfer the latter to,

ispassed} the' brakes of the vehicle are applied through the rod-I39. a When'thefoot of 'the 'driver leaves the pedal plate-by reasons unforeseen, e. growing. to acol lision or any other accident, the-push button I22 is released. 'By' the action of the -tension spring I24 the push rod I2I is then moved towards the pedal plate-I04, and the bell crank lever I20 is turned on its axle I I9 in such .a manner that the locking pawl I2! is lifted. Although by the locking pawlengaging the ratchet wheel segmentrI I2 the lever I02 is detained in its positionfor'full throttle-or in an intermediate position between full throttle" and idling speed, the throttle valve closes now at once under the action of its biassing spring, because the roller 'I3I is held by the locking pawl I2 I no longen'the latter being lifted off; the said roller 131 can now pass under the said pawl I2I into the-position corresponding to idling speed. The vehicle is stopped thereby. 'The roller I3I comes-"to lie behind'the wedge flormed by the end of the locking pawl I21, but

gets'again into its-correct positionahead of the front-face of the locking pawlgiZI at the" next f! forward movement zoffthe pedal plate I 04, since the said pawl d2! is lifted :ofirthe roller [3| in this movement against 1 the 1 action of the weak spring I28, and allows this roller 13! ,to pass belowitl r m j @While the two embodimentsidescr-ibed herein,- above are specifically for motor vehicles with gasoline. engines having throttle valves, it is ob- -vious.that theinventioncan be used likewise in connectionhwith diesel engines where-the fuel injection is controlled or with other types of engines having another-kind of fuel supply con- As stated hereinbefore, I wish it to be understood;that I do'not desire to belimited to the exact details of constructionshown, and described,

for obvious modificationswill, occur to a person skilled in the ar.t.- i 1 -:What I claim as my invention and desire to secure by Letters Eatent, is:

1 1. 'A device for controlling the speed of a motor vehicle, comprising combination, fuel control means '-arranged for increasing the fuel; supply Etothe engine Of the'motor vehicle when operated in one direction and for reducing said fuel supply down to idling speed conditions of the said engine when operated in the'opposite sense, brake controlmeans arranged for releasing the brakes of the motor vehicle when operated in one direction and for applying the saidbrakeswhen operated. in the .opposite direction, a common control member operatively connected with the said'fuel control means and withthe said brake control means, biasing means arranged for automatically moving the said common control member in the direction of releasing the said-brakes and of increasing the -said fuel supply, detent means arranged for arresting thesaid common control member in a positionfor releasing both the said :brake control means in a non-brakingposition and the said fuel control means in an idling speed position, override control means arranged for overriding, when positively operated, the said detent means and for allowing the said biasing means to move the said common control member in a direction of serving the said fuel control means into a position of increased fuel supply while leaving the said brake control means in, a nonbraking position, and biassing means for the said override control means arranged for rendering the said override control means inoperative when not positively operated, and folj allowing the said detent means to arrest the said common control member in a plurality of positions, each of said positions corresponding to a position of the said fuel control means between idling speed and full throttle condition of the engine of the motor'vehicle. 7 l I 2. A device for controlling the speed of a motor vehicle, comprising in combination: fuel control means arranged for increasing, when positively operated, the fuel supply to the engine of the motor vehicle, first biassing means arranged for biassing the said fuel control means towards a positioncorresponding to an idling speed condition of the said engine, brake control means arranged for applying, when positively operated, thebrakes of the motor vehicle, a common conamazes trol member arranged for positively operating the said fuel control means when moved in one direction and the said brake control means. when moved in the opposite direction, second biassing means arranged for biassing the said common control member in the direction for positively operating the said fuel control means and for 8 overriding the said 1, first ,-biassing means, and .biassed release means on. the said;;common*co netrol, member, arranged :for releasing, when positively operated, the said-fuel control means from the overriding, effect ofqthe, saidsecond biassing means'nm z 3;

3.;Adevice for controlling the speed of a'motor vehicle, ,comprising in combination: fuel control means arrangedfor increasin when positively operated, the fuel; supply'tothe engine of the motor vehicle, first biassing means arranged for biassing the said fuel control meanstowardsa position; corresponding to an idling speed condition of the said engine-brake control meanse arranged for applying, when: positively .operated, ,the'brakes of the motor vehicle, a; common control member arranged for positivelyoperating the said fuel control meanswhenmoved in one direction and for positively operating the said "brake, control means'when moved in the opposite direction, second biassing means arranged for biassingthe said common control member in the direction for positively operating the said fuel control means and for releasing the said brake control means,

the said second biassing means being more powerful than the said first biassing means, biased detent means arranged on and for arresting the said common control member in a pluralityof positions, each of said; positions corresponding to a position of the said fuel control means between an idling speed and full power condition of the said engine whenthesaid detentmeans are not positively operated, and-biassed' release meanson the said commoncontrol member ,arranged for releasing, when not positively operated, the said fuel, control means frpm the effect of the said more powerful second biassing'means.

4. A device for controlling the speed of a motor vehicle, comprising in combination a single pedal lever pivoted on the; frameof the said; motor vehicle, a spring arranged for biassing thesaid pedal lever against being depressed bythe foot of the driver ofthe vehicle, a pedal plate arranged angularly'adjustable on ,the said pedallever, the said pedal lever-and the said pedal plateforming together a singlepedal membenlinkage arranged for operatively connecting thesaidpedal member to the brakes of the motor vehicle linkage :arran ed for oper vel on eci naawi 1 st mon e sa d ne a1: m mber'ato "the, u p y control member of .the engine of the motor vehicle, a bell crank lever pivoted on the said pedal lever, a pushrod articulated to one arm of :the said bell crank lever andpassing througha slot in the said pedal'plate, a push button arranged on the free end of said push rod in front of the said pedal plate, a locking pawl arranged onthe end of the other arm of the :said ball crank lever, a segment fixedly attached to the frame of the motor vehicle and having a smooth section' a ratchet section stepped-up to a radius largerthan that of the said smooth; section and a stop stepped-up' to a radius larger than that of the saidratchet section, :a spring arranged for biassing the said bell crank leverina directionffor raising the said push button above the said pe dal plate and for pressing the said;locking pawl against the said segment, the said lockingpawl resting on the said smooth section where the latter is stepped-up when the said pedal plate and the said push button arereleased by the drivers foot whereby the said pedal is arrested .ina position corresponding to a non-braking condition of the vehicle brakes and to an idling" speed condition of the vehicle enginel while the said lost motion connection allows the depressing of the said pedal to a position for applying the vehicle brake without affecting the idling speed position of the said fuel control means, and the said locking pawl being lifted off the said smooth portion when the said push button is pressed into the said pedal plate by the drivers foot, whereby the said spring biassing the said pedal lever is allowed to let the pedal follow the drivers foot when receding, the said linkage connecting the said pedal to the fuel control means then adjusting the latter for an increased fuel supply.

5. A device for controlling the speed of a motor vehicle, comprising in combination, a single pedal lever pivoted on the frame of the said motor vehicle, a spring arranged for biasing the said pedal lever against being depressed by the foot of the driver of the vehicle, a pedal plate arranged angularly adjustable on the said pedal lever, the said pedal lever and the said pedal plate forming together a single pedal member, linkage arranged for operatively connecting the said pedal member to the brakes of the motor vehicle, linkage arranged for operatively connecting with lost motion the said pedal member to the fuel supply control member of the engine of the motor vehicle, a bell crank lever pivoted on the said pedal lever, a push rod articulated to one arm of the said bell crank lever and passing through a slot in the said pedal plate, a push button arranged on the free end of said push rod in front of the said pedal plate, a locking pawl arranged on the end of the other arm of the said bell crank lever, a segment fixedly attached to the frame of the motor vehicle and having a smooth section, a ratchet section stepped-up to a radius larger than that of the said smooth section and a stop stepped-up to a radius larger than that of the saidratchet section, a spring arranged for biasing the said bell crank lever in a direction for raising the said push button above the said pedal plate and for pressing the said locking pawl against the said segment, the said locking pawl resting on the said smooth section where the latter is stepped-up when the said pedal plate and the said push button are released by the drivers foot whereby the said pedal is arrested in a position corresponding to a nonbraking condition of the vehicle brakes and to an idling speed condition of the vehicle engine while the said lost motion connection allows the depressing of the said pedal to a position for applying the vehicle brakes without affecting the idling speed position of the said fuel control means, and the said locking pawl being lifted off the said smooth portion when the said push button is pressed into the said pedal plate by the drivers foot, whereby the said spring biasing the said pedal lever is allowed to let the pedal follow the drivers foot when receding, the said linkage connecting the said pedal to the fuel control means then adjusting the latter for an increased fuel supply, a second push rod, 9. second push button arranged on the free end of the said second push rod in front of the said pedal plate, a spring arranged for raising the said second push button above the said pedal plate, a second bellcrank lever pivoted on the said pedal lever, one arm of the said second bell crank lever being articulated to the said second push rod, a second locking pawl arranged on the end of the other arm of the said second bell crank lever, a double-armed lever pivoted on the vehicle frame, and a roller arranged at one end of the said double-armed lever for co-operation with the said second locking pawl, the other end of the said double-armed lever being in lost-motion connection with the fuel control means of the engine of the motor vehicle, the said second locking pawl being out of range of the said roller when the said second push button is released, and abutting with its front face against the said roller when the said second push button is pressed-in, whereby it is adapted to push the said roller ahead of itself when the said pedal is'allowed to follow the receding foot of the driver of the motor vehicle under the action of the said spring biassing the said pedal towards the driver, and to adjust the fuel supply control means of the vehicle engine for an increased fuel supply.

6. A device for controlling the speed of a motor vehicle as claimed in claim 5, comprising in combination: a wedge shaped end portion of the said second locking pawl, a spring arranged forbiassing the said second pawl, the said second pawl being pivoted at the end of one arm of the said second bell crank lever and having an abutment face arranged for co-operation with an abutment face of the end of an arm of the said second bell crank lever in a sense of being capable merely of being rocked upwards by the said biassing spring.

EUGEN KAEPPLER.

REFERENCES CITED The following references are of record in the file of this patent: 

